nchrp 20-07 task 350 – u.s. bicycle route...

NCHRP 20-07, Task 350: U.S. Bicycle Route Signing of 25

Final Report

NCHRP 20-07 Task 350

U.S. Bicycle Route Signing

Final Report

October, 2014

Transportation Research Board

NAS-NRC

Limited Use Document

Transportation Research Board

NAS-NRC

Privileged Document

This report is the contractor’s unedited final report. Any opinions and conclusions expressed or implied

in this report are those of the researchers who performed the research and are not necessarily those

of the Transportation Research Board, the National Research Council, or the program sponsors.

Theodore Petritsch

Christopher Fellerhoff

Sprinkle Consulting, Inc.


Final Report

Contents INTRODUCTION ...................................................................................................................... 3

ROUTE SIGNS, LOCATION AND GROUPING ..................................................................... 4

JUNCTION ASSEMBLIES........................................................................................................ 8

ADVANCE ROUTE TURN ASSEMBLIES ........................................................................... 10

DESTINATION SIGNS ........................................................................................................... 12

DIRECTIONAL ASSEMBLIES .............................................................................................. 16

CONFIRMING ASSEMBLIES ................................................................................................ 18

DISTANCE SIGNS .................................................................................................................. 18

REASSURANCE ASSEMBLIES ............................................................................................ 20

SUMMARY GRAPHICS ......................................................................................................... 22

APPENDIX A: REVIEW OF EXISTING FEDERAL, STATE, LOCAL, AND

INTERNATIONAL GUIDANCE.


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U.S. Bicycle Route Signing:Recommendations for

Marker and Guide Signs for U.S. and Other Designated

Bike Routes.

INTRODUCTION

This document discusses the state of guidance relevant to the practice of marking

numbered bicycle routes in the United States at the time of writing. The impetus for this project

is the imminent implementation of the U.S. bike route system, the corridors of which may

coincide with numbered bike routes designated by states, counties, and municipalities, or with

Interstate, U.S., state, and county numbered highways for general traffic, and will certainly

intersect with numbered routes both for general traffic and for bicycles. This document distills

out what signs are required under current standards, and identifies where additional or modified

guidance might be desirable in order to provide sufficient wayfinding for a national bike route

system.

This report also contains guidance text consistent with the Manual on Uniform Traffic

Control Devices ((MUTCD), 2009 Edition, as modified by Revisions 1 and 2) for the use of

Bicycle Route marker signs for designated U.S., State, county and other locally-designated bike

routes, as well as the guiding sign assemblies to which such signs are integral. It also contains

guidance regarding the various guide signs that can be used to help bicyclists navigate turns

along those designated routes and otherwise be informed of what significant destinations they

will next encounter on their travels.

The following sections discuss the variety of signs and assemblies available to guide

travel along a designated bike route. The MUTCD does not presently include detailed guidance

on the signing of bike routes. It does include guidance on the sequence of signs and assemblies to

be used in the signing of numbered routes for general traffic, such as Interstate, U.S., and state

highways, and county roads. Using the general traffic sequence route and guide sign sequence

found in Chapter 2D of the MUTCD as a template, the research team has developed a sequence

for the marking of designated bike routes that is consistent with the existing standards and

guidance of the MUTCD. While the sequence is new, the guidance contained within it does not

add new signs, create new standards, violate existing standards or guidance, or otherwise claim

authority reserved for the MUTCD. This guidance has been developed to be able to stand alone

as a guidance text that is explicitly consistent with the 2009 Edition of the MUTCD, as modified

by Revisions 1 and 2 (the version in effect at the time this document was prepared),

The guidance is presented in the following sequence of signs and assemblies:

Bicycle Route signs, generally;

Junction assemblies in advance of intersections with other designated routes;

Advance Route Turn assemblies in advance of intersections where a turn must be

made to remain on the indicated route or join an intersecting route;


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Destination signs (which may include distance information) to supply information

concerning destinations that may be reached by way of designated or

undesignated routes;

Directional assemblies at intersections to indicate turns or to affirm through

movement along a continuing route, the beginning of a new route, or intersection

with a different route;

Confirming assemblies shortly after intersections to identify which routes have

continued on different departing legs from the intersection;

Distance signs after junctions of designated routes, or when leaving incorporated

or named built-up areas, to show distances to destinations of interest to bicyclists;

and

Reassurance assemblies at appropriate intervals between intersections in urban

areas, and along routes outside of built up or incorporated areas.

Each point of the sequence is introduced by a brief discussion that covers the purpose of

the subject sign or assembly and how existing guidance allows for its use to provide guidance

regarding a designated bike route, and what potentially desirable applications or uses are

precluded by existing standards and guidance.

The brief introductory discussions are followed by MUTCD Compliant Guidance

Sections, which describe the recommended and/or allowable uses of the subject signs or

assembly. All guidance within this section will be compliant with the guidance of the existing

MUTCD. These sections have been crafted as recommended guidance only (i.e., “should”

statements throughout for practices to be encouraged, “may” statements for practices noted as

permissible). Existing MUTCD standards for minimum sizes specific to bicycle signs are cited

within the recommendations below, but no changes to those standards are recommended. The

guidance also identifies the circumstances where the use of certain signs or assemblies can be

avoided, in the interest of saving costs, reducing maintenance, or reducing the visual clutter

associated with multiple signs.

After each MUTCD Compliant Guidance section are lists of recommended subjects for

research or action. The topics within these lists may be prohibited or not explicitly permitted by

the existing guidance. Items on these lists include topics for consideration by an appropriate

AASHTO committee or task force for forwarding, if they concur, to the National Committee on

Uniform Traffic Control Devices (NCUTCD), the Institute of Traffic Engineers (ITE), or other

appropriate body who could augment or clarify existing guidance to better facilitate the effective

signing of designated bike routes. Committees of these bodies are the appropriate venues in

which to give these topics full review and to consider the development of proposed revisions of

documents they produce, such as the MUTCD, the Traffic Control Devices Handbook (TCDH),

or the AASHTO Guide for the Development of Bicycle Facilities.

ROUTE SIGNS, LOCATION AND GROUPING

Route signs for bicycling include the U.S. Bicycle Route sign (M1-9), the Bicycle Route

Sign (M1-8) and its agency-specific variant (M1-8a). A proposed revision is underway to modify

some elements of these signs and how they are defined, including named or graphic-identified

routes without numbers. For purposes of this document, “Route signs” should be understood to


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Figure 1: Proposed Non-Numbered Bike Route Signs

mean the M1-series signs for bicycles described in the MUTCD. These route markers for

bicycles are the first component of guidance assemblies used at various locations and described

in the sections below. Bicycle Route signs and the guidance assemblies to which they are integral

may be used to help guide bicyclists as they follow routes designated along roadways and shared

use paths. The basic guidance in the MUTCD about numbered bike route signs is contained

within Section 9B.21. The Standards within this section pertain only to the content of the M1-8

and M1-9 signs. Their use is optional; a bike route could be identified and numbered in a

document and the responsible agency could opt not to mark it by means of posted signs. Once

used, however, their use in certain types of assemblies—Junction, Advance Turn, and

Directional assemblies—is subject to Standards regarding the placement of such assemblies,

found in Sections 2D.30, 2D.31, and 2D.32 of the MUTCD (these standards and other guidance

regarding these three assemblies are discussed in detail in subsequent sections of this report,

under headings named for the specific assemblies).

The

NCUTCD Bicycle

Technical

Committee (BTC)

has also

recommended a

Non-Numbered

Bicycle Route

Sign series (M1-x,

M1-xa, and M-

1xb) (Figure 1).

Within the

recommended

guidance is the

statement, “If a

bicycle symbol is used on the M1-8a, M1-xa or M1-xb sign, it should have

a minimum height of 25% of the sign panel width.” However, there is no

recommendation on how to inform roadway users that an M1-x, M1-xa, or

M1-xb sign is for bicyclists if there is no bicycle or if the text is not clearly

pathway related. An option or guidance statement recommending a

supplemental bicycle plaque above the sign should be considered (as

shown in Figure 2).

In the interest of avoiding sign proliferation, it may be desirable to

group U.S. Bike Route signs with signs regarding coincident or

intersecting designated bike routes, whether U.S., State, or local. It also

may be desirable to group U.S. Bicycle Route signs with Route signs for

general traffic (Interstate, U.S., State, County, etc.) for the same reason.

The MUTCD does not expressly prohibit grouping of Bike Route signs

with each other or with other Route signs, but it does not clearly allow it

either. The MUTCD states that signs should generally be “individually

installed on separate post or mountings,”1 but with several exceptions,

1 MUTCD, Section 2A.16 (05)

Figure 2: M1-xa with

Supplemental Bike

Plaque


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including where “Route or directional signs are grouped to clarify information to motorists”

(emphasis added).2 The practice of mounting signs individually is guidance (“should”), not a

standard, but the exception that seems applicable is explicitly for the benefit of motorists.

Mounting multiple designated Bike Route signs together or with Route signs for general traffic

would technically be contrary to the guidance. Within Part 9, the MUTCD states, that “Signs

for the exclusive use of bicyclists should be located so that other road users are not confused by

them.”3 This again is guidance, subject to engineering judgment. If U.S. and other Bicycle Route

signs are clearly identified with bicycle emblems, as they should be according to MUTCD, then

they should not be confusing to most motorists. However, some engineers may believe that just

the addition of extra signs to the post may obscure the primary general traffic Route Sign(s) and

decide not to do so. Other sections of this report contain guidance regarding posting locations for

numbered bike route markers and assemblies. The distances identified in these sections for each

sign or assembly type are for postings independent of route signs and assemblies for general

traffic. The distances are typically about half the distance recommended for the equivalent sign

or assembly for general traffic, based on the typically slower travel speeds of bicycles. If a

decision is made to post bike route signs or assemblies at a location shared with route signs and

assemblies for general traffic, then the locations recommended for general traffic purposes in

Figure 2D-6 of the MUTCD should be used.

Per the Standard described Section 2D.29 (02) of the MUTCD, where two or more

routes follow the same section of highway, route signs for Interstate, U.S., State, and county

routes shall be mounted in that order from the left in horizontal arrangements, and from the top

in vertical arrangements. Subject to this order of precedence, route signs for lower-numbered

routes shall be placed at the left or top. During the development of this report, it was discussed

among the research team that this standard could be read to mean that U.S. and other numbered

bicycle routes are included among the routes subject to the Standards of Section 2D.29. This

could mean that a county highway marker would be placed in a position subordinate to a U.S.

Bike Route marker, or that a U.S. Highway marker would be placed in a position subordinate to

a U.S. Bike route with a lower route number. The research team asked for an official

interpretation from FHWA on this matter. The response indicated that “the sign assembly should

assume that the bikeway is secondary to the street or highway.”4

While the interpretation from FHWA is authoritative and must be the basis of a

description of existing guidance, the fact that an interpretation was sought underscores that the

current guidance is less clear than it could be, especially regarding the relationship of bike route

assemblies to all of the Standards within Part 2 of the MUTCD. In an early draft of this

document, the research team held an interpretation contrary to what was ultimately stated by

FHWA. The review panel did not come to consensus on this, which occasioned the query to

FHWA. Arguments could be made that a U.S. bike route ought to be a higher priority for

wayfinding than a county road. Arguments could also be made that the separating wayfinding by

mode will most clearly align with the expectations of the traveling public. An appropriate

Committee of the NCTUCD should consider where bike route signs should fit in the hierarchy

prescribed for groupings of multiple routes in common postings (MUTCD 2D.29, paragraphs 02

2 MUTCD, Section 2A.16 (05, B) 3 MUTCD, Section 9B.01 (06) 4 Email correspondence from Kevin Dunn, P.E., PTOE, Transportation Specialist, Federal Highway Administration, September

25, 2014 (full email exchange with Christopher Fellerhoff of the research team is included as “Appendix C”).


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Figure 3: Combined Route and

Bike Route Assemblies

and 03) and if clarifications to this this standard are appropriate.

An example grouped posting is shown in Figure 3.

In some instances, bicycles are allowed on Interstate and

other freeways or expressways. U.S. and other bike routes may be

routed along freeways or expressways as necessary to provide

continuity between discontinuous segments of conventional

roadways that are designated as bike routes, for which the freeway

or expressway provides the only connection between the segments.

Detailed guidance should be developed for the TCDH, AASHTO

Bike Guide, the MUTCD, or other appropriate references on how

best to mark bike routes on freeways. The research team has

drawn a parallel with guidance for Auto Tour Routes, found in

section 2H.07 of the MUTCD (an observation also offered by

FHWA in correspondence about this project). The Auto Tour

guidance seems to indicate that trips secondary to high-speed

motor vehicle trips are not desirable on the primary guide signs of

freeways. Thus, it may not be appropriate to post bike route

information with general traffic guide signs—especially those

mounted over the travel lanes—as bicyclists will not be travelling

at high speeds and will be travelling primarily on the shoulder.

The Research Team’s initial recommendation is that U.S. Bicycle Route markers and assemblies

on limited access roadways could include Confirmation assemblies, Reassurance assemblies,

Junction assemblies, and Advance turn assemblies pointing to the appropriate exit. Directional

assemblies could be located as appropriate at the ends of exit ramps.

MUTCD Compliant Guidance Text

Route signs for bicycles may be used to establish a unique identification for a U.S., State,

or local bike route. Route signs for bicycling include the U.S. Bicycle Route sign (M1-9), the

Bicycle Route Sign (M1-8) and its agency-specific variant (M1-8a). Route signs for bicycling are

used in various assemblies to guide bicyclists and between designated bike routes. Destination

and Distance signs are also available to guide bicyclists towards specific destinations.

Where sign proliferation is a concern, U.S. Bicycle Route signs and assemblies may be

posted on a common post with other state or local Bike Route signs. Bike Route signs and

assemblies may be posted on a common post with Route signs for general traffic, provided that

they do not confuse road users.

Bike Route signs shall comply with minimum height and clearance standards as specified

in the MUTCD. If a Bike Route Sign or assembly is added to post with an existing Route sign or

assembly for general traffic, then the entire group of assemblies should be re-positioned so that

all signs comply with the minimum height and clearance standards of the MUTCD.

If posted on a common post with one or more assemblies providing route information for

general traffic, U.S. and other bike route signs and assemblies should be grouped together in a

position subordinate to (i.e. below or to the right of) all general traffic route signs .Within a

group of bike route signs or assemblies, routes turning to or intersecting from the left should be


Final Report

grouped together on the left or the top; routes continuing or originating straight ahead should be

grouped in the middle, and routes turning to or intersecting from to the right should be grouped

on the bottom or to the right. After this directional sort, U.S., State and county routes should be

mounted in that order; subject to this order of precedence, route signs for lower-numbered bike

routes should be placed at the left or top.

Recommendations for Further Research or Action

1. An appropriate technical committee of NCUTCD to consider revision of 2A.16.05.B

to read “Route and directional signs (including Bicycle Route and Bicycle Directional

signs) are grouped to clarify information for roadway users”.

2. Development of MUTCD or TCDH text about bike route designation on limited

access roadways.

3. An appropriate technical committee of NCUTCD to consider revising Standards of

MUTCD Section 2D.29 to specify inclusion of bicycle routes in order for precedence

within grouped route postings.

4. An appropriate technical committee of NCUTCD to consider revising guidance in

MUTCD to include provision of a supplemental bicycle plaque with M1-x, M1-xa, or

M1-xb signs that do not clearly represent that they are for bicycles.

JUNCTION ASSEMBLIES

Junction assemblies for general traffic give advance notice of where a numbered route

intersects another numbered route. Their use is required at every such intersection per a standard

of the MUTCD [2D.30 (02)].5

Junction assemblies for designated bike routes may be less critical than those for general

traffic, as bicycle approach speeds are relatively low, and it may be safe to assume that bicyclists

using long distance routes such as the U.S. Bicycle Route system will be not generally be

travelling at the higher ranges of bicycle speeds due to their long trip lengths and likely cargo

loading. However, at the present time the MUTCD requires their use at every intersection where

a numbered routes intersect, including where a numbered route for general traffic (e.g., a U.S. or

state highway) intersects a numbered bike route. This would seem to require both informing

bicyclists on a designated bike route of the impending junction with the U.S. or State Highway,

and informing bicyclists on the U.S. or State Highway (which is not a designated bike route) of

the impending junction with the designated bike route.

Junction assemblies may be especially important for bicyclists where making the

connection to an intersecting route requires a left turn in a multi-lane roadway, and therefore a

well-planned lane change by the bicyclist, but in most other cases the information they provide

does not seem critical. An appropriate technical committee of the NCUTCD may wish to

consider proposing changes that make the use of Junction assemblies optional for application

along designated bike routes. Guidance could then be developed to indicate when Junction signs

5 The application of this standard to bike route assemblies was confirmed in the previously cited correspondence with FHWA, the

full transcript of which is included as Appendix C.


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Figure 4: Junction Assembly

for a U.S. Bike Route.

are desirable for bike routes, for inclusion in the TCDH, AASHTO Bike Guide, or MUTCD, as

appropriate.

Junction Assemblies may be supplemented by Word, symbol, and/or arrow markings

consisting of the word message “JCT” and the appropriate route shield. These may be further

supplemented by arrow markings as appropriate. Word/symbol and arrow markings should only

be used in designated bike lanes or on the shoulders of routes where bicyclists are expected to

use the shoulder, such as limited access roadways or bridges open to bicycles. “JCT” is not

among the word markings specified in Section 3B.20.02 of the MUTCD, but the list of markings

therein in prefaces with the phrase “Among the word, symbol, and arrow markings that may be

used are the following:...” This seems to indicate that additional messages are allowed, including

“JCT”.


Junction assemblies shall be used in advance of an

intersection where a designated bike route is intersected or joined

by another numbered route, including a designated bike route.

Junction assemblies shall consist of a Junction auxiliary sign (M2-

1, “JCT”, in the color scheme of the associated routes sign— i.e.,

green and white for most bicycle routes) mounted above the route

sign of the bicycle route(s) to be joined or intersected. An example

Junction assembly of a bike route is shown in Figure 4. When

posted independently of Junction assemblies for general traffic in

urban areas, Junction assemblies for bike routes should be

installed in the block preceding the intersection, not more than 150

feet 6

from the intersection. In rural areas, independently posted

Junction assemblies for bike routes should be placed not less than

200 feet from the intersection. Where two or more designated bike

routes are joined or intersected at the same junction point, a single

Junction auxiliary sign may be used for the assembly with all the

route signs grouped in a single assembly. Table 9B-1 prescribes the minimum size of a Junction

auxiliary sign when used in an assembly specifically for bicycle traffic.

A Combination Junction sign (M2-2) may be also be used when two or more routes are to

be indicated. If a Combination Junction sign is used, the numerals should be large enough for

clear legibility and should be of a size comparable with those in the individual Bicycle Route

signs such as the M1-9 or the M1-8 and M1-8a.7

If Junction assemblies are used on roadways with designated bike lanes or where

bicyclists are expected to use the shoulder, they may be supplemented by pavement word and

symbol markings, consisting of the word marking “JCT” and an elongated route shield

6 All recommended distances for sign placement, except for Reassurance Assemblies, are derived from half the distances

recommended for general traffic guide signs and assemblies in Section 2D of the MUTCD.

7 The Combination Junction sign is not described within Part 9 of the MUTCD; however, where it is described in Part 2, no

minimum size is specified, and the guidance states that its size “will depend on the number of routes involved, the numerals

should be large enough for clear legibility and should be a size comparable with those in the individual route signs.” This would

suggest that an M2-2 sign could be scaled to a reduced size appropriate to smaller bicycle route signs, such as the M1-9 or the

M1-8 and M1-8a.


Final Report

referencing the route to be joined. These word and symbol markings may also be supplemented

by arrow markings as appropriate. Pavement markings should be an elongated representation of

the sign being supplemented. The pavement marking width should be the same as the

represented sign. The pavement marking should be elongated relative to the sign for approach

viewing and be to be twice the height of the sign.8


1. Research to confirm the appropriate elongation factor for pavement markings of

bicycle route shields.

2. An appropriate technical committee of the NCUTCD to consider proposing revision

to MUTCD to specifically allow use of pavement word and symbol markings to

supplement Junction assemblies.

3. An appropriate technical committee of the NCUTCD to consider proposing revision

to MUTCD to make Junction assemblies optional in advance of intersections

involving designated bike routes, or make applicability of Standard 2D.30 (02) to

bike routes explicit if the current requirement is deemed appropriate.

ADVANCE ROUTE TURN ASSEMBLIES

Advance Route Turn assemblies are used for general traffic to alert roadway users that a

turn must be made to remain in an indicated route. Their use is required by a Standard in

MUTCD Section 2D.31 (01). The information they provide is important for navigation, but may

not be critical in advance for bicyclists, given their slower travel speeds. Advance Route Turn

assemblies may be especially important for bicyclists in advance of complicated intersections on

wide roadways, such as multilane arterials, or where left turn lanes are added. In these

environments, bicyclists may need to change lanes to set up a left turn. At rural intersections,

bicyclists will also appreciate Advance Route Turn notice when water or other refreshments are

available at only one or two corners (e.g. a rural gas station or convenience store), and a decision

to stop or continue along the route may be influenced by awareness of the route turn in relation

to the desired services or rest stop. However, at the present time the MUTCD requires the use of

Route Turn assemblies at every intersection where a turn must be made to remain on a numbered

route.9 An appropriate technical committee of the NCUTCD may wish to consider proposing

changes that make the use of Advance Route Turn assemblies optional for application on

designated bike routes. Guidance could then be developed to indicate when Junction signs are

desirable for bike routes, for inclusion in the TCDH, AASHTO Bike Guide, or MUTCD, as

appropriate. If Advance Route Turn assemblies were optional, then the information they convey

could still be communicated by means of including the appropriate route shields on a Destination

sign (see detailed discussion in next section, “Destination Signs”) along with the destinations,

8 The elongation factor of two recommended for the route shield pavement markings was arrived at by first looking at the

Interstate Symbol pavement markings. The Interstate Markings represent an elongation of 2.5 times with respect to the width of

the symbol. The lower proportion given here is recommended because of the lower approach speeds of bicyclists. Additional

testing might allow for reduced sizes of the pavement marking. 9 The application of this Standard 2D.30 (01) to bike route assemblies was confirmed in the previously cited correspondence with

FHWA, the full transcript of which is included as Appendix C.


Final Report

arrows and distances (if shown). This option may be especially appreciated in locations where

sign proliferation is of particular concern or by agencies looking for cost reduction opportunities.

The MUTCD currently allows for Advance Route Turn assemblies that “supplement the

required Junction assembly in advance of intersecting routes.”10

The research team understands

this to mean that an assembly communicating the turns necessary to join an intersecting route

may be posted at this point of a sequence of guide signs. These advance-turn-to-join-intersecting-

route assemblies are not required, while advance-turn-to-continue-on-current-route assemblies

are required. Advance Route Turn assemblies may be supplemented by word, symbol, and/or

arrow markings consisting of the appropriate cardinal direction text, the appropriate route shield,

and arrows indicating the appropriate turns. Word/symbol and arrow markings should only be

used in designated bike lanes or on the shoulders of routes where bicyclists are expected to use

the shoulder, such as limited access roadways or bridges open to bicycles. These markings

should be of an elongated design as discussed in the section on Junction Assemblies above.


Advance Route Turn assemblies shall be used in

advance of an intersection where a turn must be made to

remain on a designated bicycle route, to provide

directional information appropriate to the necessary turn.

The Advance Route Turn assembly shall consist of

the appropriate Bicycle Route sign (M1-8, M1-8a, M1-x,

M1-xa, M1-xb, or M1-9), and an Advance Turn arrow

(M5-1, M5-2,) or word message sign. Minimum sizes for

the signs that comprise a bicycle specific Advance Route

Turn assembly are indicated in Table 9B-1 of the

MUTCD. Example Route Turn assemblies for bike routes

are shown in Figure 5.

When posted independently of Advance Route Turn assemblies for general traffic in

urban areas, Advance Route Turn assemblies for bike routes should be no more than 100 feet

from the subject intersection. If used in rural areas, independently posted Advance Route Turn

assemblies for bike routes should be at least 150 feet from the intersection, and at least 100 feet

from a preceding Junction Assembly and a following Destination sign. An Advance Route Turn

assembly should not be placed where there is an intersection between the assembly and the

indicated turn.

Advance Route Turn assemblies for bicyclists may be located in a common posting with

Advance Route Turn assemblies for general traffic routes, provided that they do not confuse road

users. If Route Assemblies for bicyclists are added to an existing Route Turn assembly for

general traffic, then the whole grouping must be adjusted to ensure compliance with minimum

height and clearance standards of the MUTCD.

If Advance Route Turn assemblies are used on roadways with designated bike lanes or

where bicyclists are directed to use the shoulder, they may be supplemented by pavement word

10 MUTCD 2D.31(02)

Figure 5: Advance Route Turn Assembly


Final Report

and symbol markings, consisting of the appropriate cardinal direction text, and an elongated

route shield referencing the relevant routes that is turning and/or the route to be joined, and

arrows indicating the appropriate turns. Pavement markings should be an elongated

representation of the sign being supplemented. The pavement marking width should be the same

as the represented sign. The pavement marking should be elongated relative to the sign for

approach viewing and be to be twice the height of the sign.


1. An appropriate technical committee of NCUTCD to consider proposing revision to

MUTCD to make Advance Route Turn assemblies optional in advance of

intersections involving designated bike routes, or make applicability of Standard

2D.31 (01) to bike routes explicit if the current requirement is deemed appropriate.

2. An appropriate technical committee of NCUTCD to propose revision to MUTCD to

specifically allow use of pavement word and symbol markings to supplement Bicycle

Advance Route Turn assemblies.

DESTINATION SIGNS

Destination signs for general traffic serve to “supply the road user with information

concerning the destinations that can be reached by way of numbered or un-numbered routes.”11

Destination signs are generally of the D1 series, which includes bicycle-specific varieties that

include the bicycle emblem along with destination names and directional arrows for one, two, or

three destinations (D1-1b, D1-2b, D1-3b), or also include distance information for one, two, or

three destinations (D1-1c, D1-2c, D1-3c). Destination signs, including bicycle specific varieties

may also include Route shields and cardinal directions.

Distance information is allowed to be included on direction signs per Section 2D.37 (02),

however distance information is also ordinarily provided by means of Distance signs (D2 series)

after intersections or on departure from developed areas (see below). The typical installations

shown in MUTCD Figure 2D-6 do not usually include the distance information on directional

signs, as distance signs after the intersection usually provide this information, and sometimes for

multiple destinations. Nevertheless, there may be a benefit to encouraging the use of distance

information on directional signs in situations where the distance may influence the route choice

(e.g. pointing out a route that is shorter or more bicycle-friendly than a more obvious or better

known route), or when there are not good locations for a distance sign after the intersection.

Further, there is not presently a bicycle-specific distance sign provided by the MUTCD, so the

Bicycle Destination sign is currently the only place where a bicycle-specific distance may be

noted.

Destination signs for general traffic may include Route shields and cardinal directions,

guidance which covers the D1 and D2 series generally, including the bicycle destination signs

(D1-Xc). 12

Thus, U.S. (or State or Local) Bike Route shields may be displayed on Bicycle

11 MUTCD, 2D.36 (01) 12 MUTCD, 2D.36 (02).


Final Report

Figure 6: Destination Signs with Shields and Cardinal

Directions

Figure 8: Entrance Direction Sign

from MUTCD Figure 2D-13

Figure 7: Exit Destination Sign for Circular Intersections

(D1-1e)

Destination signs. This option may be helpful

should future guidance make the use of Junction

and/or Advance Turn assemblies optional for

marked bike routes.

If Route shields and cardinal directions

are included on Destination signs, then the Route

number within the shield and the cardinal

direction text should be at least 2 inches high,

and the height of the sign then scaled

accordingly.

If one or more shields and their cardinal

directions are added to a Destination sign, the

sign may be laid out as shown in Figure 6, with

the relevant shields and cardinal directions

displayed (according to the order of precedence

described earlier), with the shield(s) to the left of

the destination, and to the right of left or ahead

arrows. It has been suggested by this project’s

review panel that the layouts shown for the D1-

1e sign (Figure 7) or the Entrance Direction sign

for Interchanges (Figure 8), may also be used. In

these sign layouts, Route shields and cardinal

directions are displayed—with the cardinal

direction next to rather than atop the Route

shield, but with straight or horizontal arrows

rather than diagonal arrows. While the research

team finds no prohibition against this layout, the graphic

examples of its use are limited to specific applications for

circular intersections and Interchanges: the D1-1e is defined as

an “Exit destination” sign and only discussed within Section

2D.38, which addresses Destination signs at circular

intersections; Entrance Direction signs are not given an

alphanumeric sign designation, and are only shown within

MUTCD Figures 2D-13, 2D-14, 2D-15, and 2D-16, and

discussed only within Section 2D.45, “Signing on Conventional

Roads in Approaches to Interchanges.” The appropriate

technical committee of the NCUTCD should consider

proposing revisions to the MUTCD that clarify (with example

graphics) which layouts of shield-and-cardinal-direction-bearing destination signs are approved

for use in applications other than circular interchanges of interchange approaches. An example

Bicycle Destination sign laid out in the manner of a D1-1e is shown in Figure 9.


Final Report

Figure 10: Potential Combined General

Traffic and Bicycle Destination Sign

Figure 11: Potential Combined General

Traffic and Bicycle Destination Sign (with

Distances)

The existing MUTCD neither

prohibits nor explicitly allows the

combination of a Bicycle Destination

sign and a Destination sign for general

traffic, for example by having one of the

lines on a multi-line destination sign be

bike-specific, or by including both a

general traffic route shield, such as a

U.S. or state highway, and the shield or

symbol of a designated bike route on the

same line associated with a common

destination. An appropriate technical

committee of the NCUTCD should

consider proposing a revision to allow

such a combination. Examples of how

this might be done are shown in Figures

10 and 11.

In Figure 10, a general traffic

route and a bike route to a common destination continue

from a common point, but via different routes (such as

an arterial roadway and a shared use path), but they are

approximately the same length, so the distance does not

bear on the route choice and has not been displayed.

In Figure 11, a general traffic route and a bike

route to a common destination continue from a common

point (again, perhaps via a State highway and a shared use

path), but are of substantially different lengths, and

another general traffic route serves a different

destination. In cases such as this, providing the distance

information may assist bicyclists in making route

choices.

The interplay of optional mileage information

with the potential of including both bicycle route and

general traffic route information on a common

Destination sign could be confusing to some users—

especially if distance is only shown for one mode. Any

consideration of explicit approval for a combined

Destination sign should include human factors testing to determine whether displaying mileage

on only some lines of a multi-line Destination is confusing to the public, and appropriate

guidance should be crafted in light of the findings.


Destination signs may be used to inform bicyclists of destinations that can be reached by

designated bike routes or with a direct but undesignated connection that is more accommodating

Figure 9: D1-1e Sign, modified to display bike route

information.


Final Report

to bicycles than a more obvious primary route for general traffic. Destination signs for bicycles

should be considered when a preferred bicycle route differs from the primary route that general

traffic would use to reach the same destination.

Destination signs may be either of the general type or the bicycle specific type. The

general signs feature with the destination and directional arrow (D1-1), or may also show a

numeric distance (D1-1a). Sizes for Destination signs for general traffic are indicated in MUTCD

Table 2D-1.

Bicycle Destination signs include a bicycle symbol and the destination and directional

arrow (D1-1b), or may also include a numeric distance (D1-1c), and may be smaller than those

for general traffic, as indicated in MUTCD Table 9B-1.

U.S. (or State or Local) Bike Route shields may be displayed on Bicycle Destination

signs, and should be considered on approaches where Junction and/or Advance turn signs have

not been used for the relevant designated bike routes. If Route shields and cardinal directions are

included on Destination sign, then the Route number within the shield and the cardinal direction

text should be at least 2 inches high, and the height of the sign then scaled.

When posted independently of Destination signs for general traffic in rural areas, Bicycle

Destination signs should be placed at least 100 feet before the intersection (and closer if in urban

areas), and should be no closer than 100 feet to a preceding Junction or Route Turn assembly. If

U.S. or other designated bicycle route planning precipitates the installation of Destination signs

that will also serve general traffic, then the full-sized signs should be used and be located

according to the guidance found in section 2D.40 of the MUTCD.

Destination signs for bicyclists should not duplicate destinations already posted for the

benefit of general traffic at the same intersection, unless a preferred bicycle route to that

destination requires a different movement at the intersection.

Destination signs and Bicycle Destination signs may show distances to the named

destinations. Distances will also often be shown on the Distance signs found after intersections

or on the departure from developed areas (see below). Destination signs and Bicycle Destination

signs should not duplicate information found on distance signs. Distance information should be

shown on Bicycle Destination signs if they direct bicyclists to a route that serves the same

destination as a primary route for general traffic, but via an alternate route that has been deemed

preferable for bicyclists. Displaying distance information on both the Destination sign (for

general traffic) and on the Bicycle Destination sign will allow bicyclists to compare distances as

they make their route choices, especially in the case of a common destination that is at a different

distance via the bike route than by the general traffic route.


1. An appropriate technical committee of NCUTCD to clarify of the “horizontal

rectangle” limitation on a destination sign, especially if route shield symbols and text

need to be in-line. A typical example within D1 series would be helpful, as circular

intersection exit and freeway entrance destination signs are not clearly applicable

because of their specific use.

2. An appropriate technical committee of NCUTCD to consider if bicycle-specific line

can or should be included on a multi-line Destination sign.


Final Report

Figure 12: Directional Assemblies

3. An appropriate technical committee of NCUTCD to consider evaluating the use of

word, symbol, and arrow pavement markings at intersections, whether within bike

lanes and shoulders and in shared lanes from which bicyclists may be turning.

DIRECTIONAL ASSEMBLIES

Directional assemblies are posted for use by travelers at an intersection where a turn is

required to continue on a numbered route or join an intersecting route. Example Directional

assemblies for bike routes are shown in Figure 12.

Directional Assemblies are required, per the

Standard described in MUTCD Section 2D.32 (01), at all

locations where continuing numbered routes turn or where

two numbered routes intersect.13

This includes

intersections where only one of the intersecting numbered

routes is a bicycle route.

While there has been discussion previously that the

mandatory Junction or Advance Route Turn assemblies

may not always be appropriate for application to bicycle

routes, the requirement for Directional Assemblies is

appropriate for application to bicycle routes. Many

bicyclists, especially those on long distance tours, hauling

cargo, or moving at slower speeds, may reserve their navigational decisions until they come to a

stop at a route intersection. It is crucial that all route information be clearly visible and legible

from the roadway at the intersection.

The existing guidance for Directional Assemblies also encourages the posting of

assemblies showing the straight-through movement of the continuing route when other

assemblies are present indicating the turns necessary to join an intersecting route. This practice

should also be encouraged when posting information regarding designated bicycle routes.

The protocol for guide signs posted for benefit of general traffic indicates that the

preferred posting of Directional Assemblies is the near right corner of the intersection, with the

far right corner as a second option (using oversized signs), and allows for use of other locations

if neither the near nor far right location is practical, based on engineering judgment to determine

the “best possible combination of view and safety.”14

At intersections where Directional

assemblies for both general traffic and bicyclists are needed and are posted separately,

Directional Assemblies for bicycle routes should be given priority for near corner placement, as

the signs of the bicycle-oriented assembly may be smaller due to MUTCD sign size standards.

Directional assemblies could also be supplemented by word, symbol, and/or arrow

markings –either in the bike lane or shoulder, or in any shared lane from which a bicyclist may

13 The application of this standard to bike route assemblies was confirmed in the previously cited correspondence with FHWA,

the full transcript of which is included as Appendix C.

14 MUTCD 2D.22 (03).


Final Report

be turning. An appropriate technical committee of NCUTCD could evaluate the manner in which

use of such markings might be used at intersections.


Directional assemblies shall be placed at intersections where continuing designated routes

turn, or where additional designated routes are intersected or joined. Directional assemblies shall

indicate the turn of the continuing route and the directions of the joined or intersecting routes.

Directional assemblies should indicate the straight through movement of the continuing route

only when there are other directional assemblies showing turns necessary to follow joined or

intersecting routes (through movements are otherwise only confirmed by optional Confirmation

Assemblies after the intersection).

Directional assemblies shall consist of the appropriate Route signs, supplemented by

Directional Arrow auxiliary signs (M6-1, 2, 3, 4, 5, 6), and Cardinal Direction auxiliary signs

(M3-1, 2, 3, 4), if needed. Minimum sizes of these auxiliary signs, when used for bicycle route

assemblies, are indicated in MUTCD Table 9B-1.

Directional assemblies should ordinarily be placed at the near right corner of the

intersection, but may be placed in other highly visible locations if the near right corner is not

practical at a particular intersection.

Directional assemblies for bicyclists may be located in a common posting with

Directional assemblies for general traffic routes, provided that they do not confuse road users. If

Directional Assemblies for bicyclists are added to an existing Directional assembly for general

traffic, then the whole grouping must be adjusted to ensure compliance with minimum height

and clearance standards of the MUTCD.

If Directional assemblies for bicyclists are posted separately from Directional assemblies

for general traffic, consideration should be given to placing Directional assemblies for bicycles

on the near right corner, because of their smaller size, even if that requires placing Directional

assemblies for general traffic on the far right corner or in another location.


1. An appropriate technical committee of NCUTCD to clarify guidance regarding

posting numbered bike route signs on common post with numbered routes for general

traffic.

2. An appropriate technical committee of the NCUTCD could evaluate the manner in

which use of word, symbol, and/or arrow markings might be used at intersections.

3. An appropriate technical committee to consider or making applicability of Standard

2D.32 (01) to bike routes explicit if the current requirement is deemed appropriate.


Final Report

Figure 13: Confirming Assemblies

CONFIRMING ASSEMBLIES

Confirming assemblies inform bicyclists of which route

they have chosen as they depart the intersection, either confirming

that they successfully made their intended maneuver, or letting

them know if they are on a different route so that they may correct

the situation in a timely manner.

Confirming assemblies are recommended on the departing

legs of all intersections of designated bike routes.


Confirming assemblies should be used on the departing

legs of intersections of designated bike routes.

Confirming assemblies should consist of the route sign for the designated route,

supplemented by a Cardinal Direction auxiliary sign (M3-1, 2, 3, 4). Minimum sizes for these

auxiliary signs are indicated in MUTCD Table 9B-1. When posted independently of Confirming

assemblies for general traffic, Confirming assemblies should be placed 25 to 100 feet beyond the

intersection of designated routes. Example Confirming assemblies for bike routes are shown in

Figure 13.

Confirming assemblies for bicyclists may be located in a common posting with

Confirming assemblies for general traffic routes, provided that they do not confuse road users. If

Confirming Assemblies for bicyclists are added to an existing Confirming Turn assembly for

general traffic, then the whole grouping must be adjusted to ensure compliance with minimum

height and clearance standards of the MUTCD.

If Confirming assemblies are used on roadways with designated bike lanes or where

bicyclists are directed to use the shoulder, they may be supplemented by pavement word and

symbol markings, consisting and an elongated route shield referencing the relevant route(s)

being confirmed and text indicating the appropriate cardinal direction(s).


1. An appropriate technical committee of NCUTCD to clarify guidance regarding

posting numbered bike route signs on common post with numbered routes for general

traffic.



Route Confirming Assemblies.

DISTANCE SIGNS

Distance signs provide information to the traveler regarding the distance to upcoming

communities or other destinations of interest to travelers (the exact language in the MUTCD is


Final Report

“significant geographical identity”). The typical route assembly illustration in the MUTCD

shows distance signs being used on the departing legs of intersections.

Bicycle specific distance-only signs (i.e., reduced size D2-1, 2, or 3 signs with bicycle

symbols) are not presently provided for in the MUTCD. Full size distance signs could be-used

along bicycle routes where they are not otherwise posted. Distance signs may show up to three

destinations. If the designated bicycle route is the most important routing along the given

roadway (and thus the rationale for placing a distance sign), but a full size distance sign is used,

the existing guidance for selecting place names to be indicated may select sites at distances

greater than might be most useful to bicyclists.

A bicycle-scale version of the D2 series sign should be considered for indicating

distances to bicycle specific destinations along a route departing an intersection or locality, to

allow for posting of distance information scaled to bicycling travel and for use on shared use

paths. For example, the guidance in section 2D.41 recommends that the top position on a

distance sign be “the next place on the route having a post office or railroad station, a route

number or name of an intersected highway, or any other significant geographical identity.”

Certainly distances to intersecting designated bike routes are of interest and should be considered

for positing on a bicycle scale sign. But a significant geographical identity for bicycle travel may

be the next named place where water may be procured or a rest may be taken, which could be

well below the scale of a place with a post office or railroad station. The option to include a

bicycle-line on a multi-line Distance assembly otherwise intended for general traffic should also

be considered.

Distance signs are recommended in the following locations:

on the departing legs of rural intersections of designated bike routes,

after overlapping routes depart one another,

as a designated route passes the developed margin of a community,

after passing the first named place on a previous Distance sign on the same

continuing route.

If used after an intersection of designated bike routes, Distance signs should be placed

approximately 300 feet after the intersection, per existing guidance for Distance signs for general

traffic. If bicycle-specific signs within the D2 series are developed, then a shorter typical

distance, such as 150 feet, would be appropriate for bicycle-specific applications.

Sizes for Distance signs are prescribed in Table 2D-1 of the MUTCD. If bicycle-specific

Distance signs are approved in the future, they may well be smaller than the existing sizes

indicated for general traffic use.


There is not presently an approved Distance sign for bicycle-specific use (i.e. bearing a

bicycle emblem and of a reduced size).

If the presence of a designated U.S., State or local bicycle route is the primary

precipitating factor for installing a Distance sign along a given roadway (e.g. the bike route to

destination is routed on different roadways than the primary route for general traffic), or the

route is common to all modes but is not on a numbered U.S. or other route which would


Final Report

normally display Distance signs, a full size Distance sign may be used for benefit of all travelers

including bicyclists on the designated bicycle route. See Table 2D-1 of the MUTCD for

minimum sizes of Distance signs.

Distance signs may be installed in the following locations:

on the departing legs of rural intersections of designated bike routes,

after overlapping routes depart one another,

as a designated route departs the developed margin of a community,

after passing the first named place on a previous Distance sign on the same

continuing route.

It should be noted that the MUTCD guidance on Distance signs recommends that the top

position on a distance sign be “the next place on the route having a post office or railroad station,

a route number or name of an intersected highway, or any other significant geographical

identity.”15

These destinations may be at distances greater than what is useful information to

bicyclists.

If used after an intersection of designated bike routes, Distance signs should be placed

approximately 300 feet after the intersection. 16


1) An appropriate technical committee of NCUTCD to consider proposing 1-, 2-,

and 3-line bicycle specific D2-series signs (i.e., smaller scale and bearing a bicycle symbol), and

if a bicycle specific line could be added to a multi-line Distance sign for general traffic.

Guidance should include a bicycle-specific logic for selecting destinations listed on Distance

signs and a posting location based on bicycle travel characteristics.

REASSURANCE ASSEMBLIES

Reassurance assemblies are used to keep travelers informed of their routes.

Reassurance assemblies are composed of the same elements as Confirming assemblies:

the Route sign for the designated bike route, supplemented by a Cardinal Direction auxiliary sign

(M3-1, 2, 3, 4).

Reassurance assemblies should be placed at appropriate intervals to communicate the

continuing route between intersections at which any of the previously described assemblies

would appear. In an urban area, that could be as close as every three blocks, and as leaving the

developed margin of a community. In rural areas, Reassurance assemblies should be placed at

15 MUTCD 2D.41 (04) 16 As there is presently no bicycle-specific Distance sign, this distance is the one indicated for purposes of informing general

traffic in Section 2D.42 (02) of the MUTCD. The distance recommended for a future bicycle-specific sign may be shorter, but

this longer distance should not seriously inconvenience bicyclists.


Final Report

least once every five miles, or at the midpoints between named places between five and ten miles

apart.17

Reassurance assemblies are recommended for U.S. and other designated bike routes.


Reassurance assemblies should be used at regular intervals along continuing U.S. and

other designated bike routes when there has not been an intersection of bike routes which

necessitates the use of Confirming assemblies.

If posted independently of Reassurance assemblies for general traffic, locations to

consider posting reassurance assemblies for bike routes include the following:

At intervals of 3-5 blocks in urban areas;

At intervals no greater than five miles in rural areas, or at the midpoint between

named places, whichever is shorter;

Within 150 feet of passing a major roadway intersection;

Departing highway rest areas and destinations that serve as rest areas for bicyclists

(e.g. parks with restroom facilities, picnic tables, water, etc.);

When leaving the municipal limits or developed margin of a community.

Reassurance assemblies should consist of the route sign for the designated route,

supplemented by a Cardinal Direction auxiliary sign (M3-1, 2, 3, 4). Minimum dimensions for

the Cardinal Direction Auxiliary signs for bike route application are indicated in MUTCD Table

9B-1.

Reassurance assemblies for bicyclists may be located in a common posting with

Reassurance assemblies for general traffic routes, provided that they do not confuse road users. If

Reassurance Assemblies for bicyclists are added to an existing Reassurance assembly for general

traffic, then the whole grouping must be adjusted to ensure compliance with minimum height

and clearance standards of the MUTCD.

If Reassurance assemblies are used on roadways with designated bike lanes or where

bicyclists are directed to use the shoulder, they may be supplemented by pavement word and

symbol markings, consisting of an elongated route shield referencing the relevant route(s) being

reassured and text indicating the appropriate cardinal direction(s).




Route Reassurance Assemblies, and to also consider use of pavement word and

symbol markings for reassurance purposes and independently of sign assemblies and

at more frequent intervals.

17Recommended intervals for Reassurance assembly placement is based on the shorter distances of the recommended ranges for

general traffic reassurance assemblies in the TCDH (3 blocks in urban, 5 miles in rural). 5 mile intervals would approximate 30

minutes of travel for a slower-moving bicyclist.


Final Report

SUMMARY GRAPHICS

Figures 14 and 15 illustrate a bike route intersection scenario, first as could be done under

existing guidance (Figure 14) and then as might be done if changes recommended in this report

are enacted (Figure 15).

In both figures, two U.S. Bike Routes and a numbered regional bike route pass through

the same intersection. For the sake of simplicity, no information about routes for general traffic

is shown in the illustrations. From the “northbound” approach (coming from the bottom page)

the bicyclist needs to be made aware of the following routings:

Straight through Numbered Route (USBR 18);

Junction of a Numbered Route along Numbered Route (USBR 79 intersecting USBR

54); and

Turning Numbered Route (Regional BR 54).

Figure 14 shows options available under current guidance.

The signs in the “Required” column are signs that are required if USBR application is to

be consistent with the route signing direction given in Section 2D of the MUTCD:

Advance information about the Junction with USBR 79;

Advance information about the right turn to stay on Regional BR 54; and

Information at the intersection showing the turns to join USBR 79 and Regional BR

54.

The additional signs in the “Optional” column (shown with the required signs to illustrate

the full groupings) are signs that are not required but consistent with application as allowed by

the MUTCD:

Advance information confirming the through movement to remain on USBR 18;

Advance information alerting the turns necessary to join USBR 79;

A Bicycle Destination sign naming the destinations that may be reached via various

movements from the approaching intersection (with optional distances); and

Confirming signs appropriate to each route departing the intersection.

The “Consider as Alternative” column shows three signs, all of which are believed to be

consistent with the MUTCD. The design of the alternative signs provides no informational

advantage over the use of the Advance Turn Assembly combined with the Bicycle Destination

sign, but it would eliminate one sign assembly. With the inclusion of distance information, or if

Distance signs (D2 series signs) are provided after the intersections (which may be present for

general roadway traffic), no information would be lost to the cyclists. As the Standards are

currently applied, these combined signs would not remove the required Junction and Advance

Route Turn signs from the sequence, but they could consolidate the information presented on the

optional signs. The three alternative sign options are as follows:


Final Report

A Bicycle Destination sign with route shields;

A Bicycle Destination sign with route shields, laid out in the manner of a D1-1e sign;

and

A Bicycle Destination sign with route shields, laid out in the manner of a D1-1e sign,

with distances.

Figure 15 shows a potential scenario of reduced signs that could be possible if several of

the recommendations of this report to make Junction and Advance Route Turn assemblies

optional for bike route applications are enacted. The following signs could convey much of the

same information via fewer signs:

A consolidated Bicycle Destination sign, with route shields and distances, conveys

the information presently conveyed by Junction and Advance Route Turn assemblies;

Directional assemblies are still placed at the intersection; and

Confirming signs appropriate to each route are still recommended departing the

intersection.

The only required signs in this potential future scenario would be the Directional

Assemblies necessary to indicate a turn of a continuing route or the directions needed to join an

intersected or beginning route.


Final Report

Figure 14: Signing Options Consistent with Existing Guidance


Final Report

Figure 15: Potential Reduced Signing with Revised Guidance

NCHRP 20-07, Task 350: U.S. Bicycle Route Signing

Appendix A: Review of Existing Federal, State, Local, and International Guidance

Appendix A: Review of Existing Federal, State, Local, and International Guidance.

General Observations Most of the route signing guidelines reviewed suggest including signs in advance of junctions, at

junctions, and shortly after junctions. Occasional signs along the route to reassure bicyclists that

they are still on the correct facility are also recommended. Given this similarity in the

recommended placement of signs, the potential for interagency agreements and sign proliferation

is similar for all the options.

Federal U.S. Bicycle Route Signing Guidance The existing U.S. Bicycle Route Signing Guidance is contained within the Manual on Uniform

Traffic Control Devices18

(MUTCD) and the Traffic Control Devices Handbook19

(TCDH).

According to the TCDH, it is important to

provide the following information at

appropriate locations:

advance notice of a turn, change in

alignment , or decision point (and

Advance Route Turn assembly);

directional guidance to relevant

destinations (Directional assembly);

confirmation the selected route is

correct (Confirming assembly); and

reassurance the traveler is following

the correct route to the desire

destination (Reassurance

assembly).

This review will address signing for each

of the above locations. Where there is not

bicycle-specific information in the

MUTCD or TCDH, general guidance will

be applied.

18

Federal Highway Administration, Manual on Uniform Traffic Control Devices, FHWA, Washington, DC, 2009. 19

Institute of Transportation Engineers, Traffic Control Devices Handbook, 2nd

Ed., ITE, Washington, DC, 2012. Figure 1 Basic U.S. Bicycle Route Signing at an Intersection (for

one direction of travel only)



The TCDH suggests that Advance Route Turn, Directional and Confirming assemblies would be

used for a U.S. Bicycle Route. Such and application for a single route at a junction would be as

shown in Figure 1.

The MUTCD directs that for multiple routes, multiple assemblies should be mounted in groups

on a common support (Section 2D.29). Applying roadway signs hierarchies to bike sign

assemblies: U.S., State, regional routes, and local routes would be mounted in that order from the

left in horizontal arrangements and from the top in vertical arrangements. Subject to this order of

precedence, route signs for lower-numbered routes shall be placed at the left or top. Two

examples of Directional assemblies are provided in Figure 220,21

.

Given the required sign dimension for bike route signs on roadways, the assemblies shown in

Figure 2 would measure 54 in x 39 in. Directional assemblies for Multiple Routes

Reassurance assemblies would be placed at periodic locations along the route. The MUTCD does

not provide quantitative guidance on the spacing of Reassurance assemblies. It states,

“If used, Reassurance assemblies should be installed between intersections in urban

areas as needed, and beyond the built-up area of any incorporated city or town.

20

The FHWA has issued an interim approval for a revised M1-9 sign design. This revised sign design is used in the

figures in this document. 21

The National Committee on Uniform Traffic Control Devices Bicycle Technical Committee has developed a

proposal to revise design of M1-8 sign to allow for State symbols and pictographs. The proposed sign designs are

shown here.

Figure 2 Directional Assemblies for Multiple Routes



Route signs for either confirming or reassurance purposes should be spaced at such

intervals as necessary to keep road users informed of their routes.” (2D.34)

The TCDH provides more specific recommendations:

“Reassurance assemblies should also be located at intervals of 5 to 10 mi. in rural areas

and every three to five blocks in urban areas as needed to keep the driver informed.” (pg.

144)

Evaluation of Existing U.S. Bicycle Route Signing Recommendations

These recommendations represent the

existing guidance for signing the U.S.

Bicycle Route System and are consistent

with the existing MUTCD and TCDH

guidance.

“Where U.S. Bicycle Routes are not on

State maintained roads, coordination will

be needed with the maintaining authority.”

There is potential for the proliferation of

signs. How much proliferation of signs

occurs will be a function of how often the

route changes roadways, the frequency of

bicycle route junctions, the frequency

roadway route junctions, and the frequency

of reassurance assemblies.

Excessive numbers of signs at a single

junction might be a more significant

problem. An example of a junction of

bicycle and roadway routes is provided in

Figure 3.

If those installing the signs decide combining signs would not confuse road users, combined

assemblies could be used. A Directional Assembly and a Junction Assembly have been depicted

in Figure 4. The use of the Combination Junction Sign (M2-2) sign appears to be allowed by the

MUTCD. This has also been shown in Figure 4.

Figure 3 Overlapping Bicycle and Roadway Routes at a

Junction (for one direction of travel only)



If it is determined that this approach is acceptable, it has two advantages. It would reduce the

proliferation of sign assemblies and it would reduce costs.

Destination and Distance Signs Destination and distance signs are typically not signed on

the same assemblies as route signs for designated

(numbered or named) routes.

While not addressed in Part 9 of the MUTCD, Section

2D.36 of the MUTCD provides the following option:

“Route shields and cardinal directions may be

included on the Destination sign with the

destinations and arrows.”

If one were to apply this option to the D1-3c for bicycles

the result might be as shown in Figure 6. The MUTCD

states that for general use the minimum shield size is

twice the letter height or not less than 18 inches. Two-

inch lettering is specified for this type of sign.22

The shield

in the Figure 6 sign is twice the height of the capital

letters. Figure 7 shows a route sign with multiple

symbols for one direction.

When describing the use of the

22

FHWA, Standard Highway Signs 2012 Supplement, FHWA, Washington, DC, 2012.

Figure 4 Combined Sign Assemblies

Figure 7 Destination Sign with Multiple Route

Markers

Figure 5 Example of a Destination Distance

Sign from the MUTCD

Figure 6 Modified Destination Distance Sign

with Route Shield



D-1 series signs, Directional assemblies are not included in the discussion. In addition, the

Directional assembles are not included in the bicycle guide signing figures (Shown in Figure 8).

The NCUTCD BTC has produced recommendations

for “Revised M1-8 and M1-8a Numbered Bicycle

Route Signs.” Within the discussion of pictographs for

use on signs, it includes the guidance text”

“The pictograph or legend should incorporate

a bicycle symbol or word message that clearly

identifies the route as a bicycle route or

pathway.”

Numerous trail and greenway logos from around the

country do not include such a symbol. This suggests

two options, incorporation of a bicycle symbol over

the logo – the diversity of palettes used on logos may

make recognition of the symbol difficult. An

alternative would be the inclusion of a bike symbol in

addition to the greenway logos. Examples of trail and greenway logos, logos with bike symbols

superimposed and a destination sign incorporating the bicycle symbol with logos are provided in

Figure 9.

Figure 9 Greenway and Trail Logos

Figure 8 Example of Bicycle Guide Signing

Figure from the MUTCD



National Association of City Transportation Officials (NACTO) NACTO’s Urban Bikeway Design Guide includes modified bicycle distance and direction signs

for bicycles. An example is shown in Figure 10. The NACTO document provides for the mode

symbol to be placed at the top of the sign and distance and time (calculated upon a 10 mph

bicyclist’s speed) to be listed below the destination text and arrow. The horizontal white lines

separating directional information is absent from the NACTO guide signs.

The NACTO guide states that

“there is not standard color for wayfinding signage.”

However, and MUTCD (2D.03) standard statement says,

“Except where otherwise provided in this Manual for individual

signs of groups of signs, guide signs on streets and highways

shall have a white message and border on a green background.”

Thus, if bicycle guide signs are placed on streets or highways, there is a

standard color.

The NACTO guide recommends that confirmation (the author assumes

this refers to Reassurance assemblies) signs should be placed every ¼ to ½ mile along off street

routes or every 2 to 3 blocks along on street routes.

NACTO recommends Clearview Hwy font23

, but does not suggest a minimum letter height.

State DOT Guidance Most states have adopted the MUTCD. However, some have provided supplements to various

sections including those referencing bicycle route signs.

Oregon DOT Guidance Oregon has adopted a variation on the NACTO signing

recommendations. Oregon maintains the horizontal white line

separating directional information. The location of the text and

arrows is centered for each direction. Additionally, time to

destination is provided on the signs.

23

Clearview font is not the official font recommended by FHWA, and may only be used under Interim Approval.

The basis of NACTO’s recommendation is called in to question on the FHWA/MUTCD Frequently Asked

Questions page regarding use of Clearview (http://mutcd.fhwa.dot.gov/resources/clearviewdesignfaqs/).

Figure 10 Example Distance

and Direction Sign from the

NACTO Guide

Figure 11 Oregon Bicycle Sign

http://mutcd.fhwa.dot.gov/resources/clearviewdesignfaqs/



Other State DOT Guidance New York DOT has made revisions to the MUTCD specifying changes to regional and State

bike route signs.

The California DOT has allowed for the placement of supplemental plaques providing route

names under the D11 series of bike signs.

Local U.S. Guidance Most communities have not promulgated their own bicycle route design guidance. Most are

similar to either MUTCD or NACTO signing guidance. The

examples below represent a sampling of how communities

around the US are signing bicycle routes.

Seattle, WA Seattle Washington uses bike routes signs similar to the MUTCD

signs. Designated routes, such as the Burke Gilman Trail, are

signed with a sign of similar design to the MUTCD M1-8.

Direction and distance information is provided on signs similar

to MUTCD D1-1c series signs.

No information is provided for the frequency of reassurance

assemblies.

Oakland, California Oakland, California has developed its own Sign Guidelines for

Bicycle Wayfinding Signage. Oakland has specified a modified

Bike Route sign to be placed over destination or distance signs

(destination and distance are not shown on the same sign) that do

not include the bicycle symbol. Oakland also specifies a 2-inch

font for text. Several logos are allowed on the signs. These

include a 3.2” x 3.2” pictograph for the Bay Trail and a 2” x 3.12

symbol for the Bay Area Parks. An example is shown in Figure

13.

Oakland recommends confirmation (reassurance) signs be placed

every ½ to 1 mile along bike routes.

Eugene, Oregon Eugene, Oregon generally follows the Oregon MUTCD. However Eugene allows for a maximum

of three destinations per sign and does not require the time to destination on the signs.

Additionally, the lines are justified; however all arrows are shown on the right. The mode

symbol is placed above the list of destination, distance, and direction information.

Figure 12 Example Sign from

Seattle

Figure 13 Sample Oakland Bike

Route Sign



The Eugene design standard shows that the distance (and time if used) letters are in 1 inch font.

Respondent 1 from our the Literature Review stated that “Oregon’s scenic bikeways program

initially used 12” x 18” signs, but subsequently increased the size of the signs due to

requests….we’ve found that reducing sign size does not work.”

The Eugene guidelines show Advance Route Turn assembly, but not a Directional assembly.

This would reduce sign proliferation and costs.

Charlotte, North Carolina Charlotte, North Carolina has adopted the MUTCD guidance.

Charlotte has multiple numbered routes and has signed them with the

M1-8a. When two routes meet, two signs are installed.

International Guidance for Signing Bike Routes

Canadian Guidance Canadian guidance with the exception of several general plans, we were unable to access many

Canadian guidance documents. Signing formats appear to vary across provinces. The signing

methods range from route assemblies that include individual route signs for each route to signs

with multiple routes shown on the same sign.

Figure 14 Example Sign and Application, Eugene, OR.

Figure 15 Charlotte Bike

Route Signs



Figure 16 Canadian Bike Route Sign Examples



Non-North American Guidance Guidance from Europe, Australia, and New

Zealand represents variations on pennant (or

finger post) style sign assemblies for

Directional assemblies and rectangular signs

for Advance assemblies, Confirmation, and

Reassurance assemblies.

Figure 16 shows examples of fingerboard

signs for bike route Directional assemblies.

The “6” within the circle of stars represents

the international EuroVelo Route. The other

pictograms on or below the fingerboards

represent national or regional routes.

The fingerboard signs are not a standard

length; they are cut to a length appropriate for

the length of the place names.

Fingerboard sign Directional assemblies are

intended to be installed with multiple signs on

a single post. Signs can be placed back to back

to serve opposite approach directions.

Examples of stacked fingerboard signs are

shown in Figure 17.

London Cycling Design Standards recommend

confirmation signing every ½ mile. Figure 17 International Fingerboard Signs for Bike Routes

Figure 18 Stacked Fingerboard Signs

nchrp 20-07 task 350 – u.s. bicycle route...

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